Oil primer



Feb. 24, 1942. w. E. PAULsl-:N 2,273,888

OIL PRIMER Filed Feb. 27, 1937 5 Sheets-Sheet 2 5 Sheets-Sheet I5 Fb- 24, 1942. w. E. PAULsl-:N

OIL PRIMER Filed Feb. 27, 1937 Feb. 24, 1942. w. E. PAuLsEN 2,273,888

OIL PRIzMER Filed Feb. 27, 1957 5 snags-sheet 5' Patented Feb. 24, 1942 UNITED; STATES PATENT OFFICE oIL PRIMER Waldemar E. Paulsen, Maywood, Ill. Application February 27, 1987,-seria1 No. 128,105

` 82 claims.

The present invention relates generally to lubrication systems, and more particularly to i lubrication systems for automobile engines.

The principal object of the present invention is the provision of means for storing lubricant under pressure, and mechanism for delivering the lubricant to the engine before the engine begins to run, preferably before the engine is i actually cranked in the operation of starting the engine.

Heretofore, attempts have been made to inject l' lubricant into vthe lubrication system of an internal combustion engine, but usually such in-` jection has occurred concomitantly vvith the operation of cranking the engine, rather than prior to such operation. For example, it has been tion does not occur until the starter pedal or button is pressed the lubricant does not have time to reach the bearing surfaces before the latter begin to have relative movement.

An important object of the present invention is the provision of means that not only adequately lubricates these parts a` length of time, preferably under the control of the operator, before the parts are called upon to move, either bythe cranking operation or by the initial running lof the engine, but also primes the lubricant pump before any part of the engine begins to move, so that when relative motion does occur, either in the cranking or the initial running of the motor, an adequate supply of lubricant is immediately directed through the bearings of the engine.

According to the principles of the present invention, one manner of attaining this objective is to store lubricant under pressure, preferably but not necessarily from the lubrication system of the engine itself, and directing a flow of lubricant to prime the lubricant pump and to secure initial lubrication by means that is energized just as soon as the ignition switch of the electrical system of the engine is closed, Which,`even in automatic starting units, occurs an appreciable time before the actual cranking of the engine is effected. Thus, I am enabled to secure full lubrication of the engine for a length of time before any parts of the engine begin to move. In manually controlled starting mechanisms, the operator can turn on the ignition switch, which initiates the auxiliary lubrication above referred to, and` present invention to provide a source of lubricant under pressure and an electrical control therefor so connected with the ignition switch and other parts of the electrical system of the automobile that as soon as the engine begins to run, the auxiliary lubrication is terminated and the conventional lubrication of the engine resumed.

An additional object of the present invention is theprovision of controlling means;for example, for a source of lubricant under pressurethat is so connected with the ignition system of the engine that as soon as the latter begins to run the responsive to the running of the engine in accordance with the development of suction as an incident to the operation of the engine. A further object of the present invention is to` incorporate in the auxiliary lubrication unit acontrolling ksolenoid arrangement, the current through which is controlled either by the generator voltage or by the development of suction, as aforesaid.

Another important object of my invention is the provision of a combined lubricant lter and storage tank which not only serves the purpose of storing lubricant under pressure to make the samev available for auxiliary lubrication according to the above principles, but also in the same physical embodiment includes means for ltering the lubricant. A combined unit of this type has the advantage that with only a few additional parts, the advantages/of both a filtering unit and an auxiliary lubrication unit are realized. In this connectiomit is a further object ofthe present invention to provide valve mechanism conl trolling the pressure at which lubricant is stored in the filter, which valve means also serves the purpose of determining the pressure at which lubricant normally is circulated through the engine during the normal operation of the latter and its conventional lubricating system, More specically, it is an object of the present invention to provide biased valve mechanism which effectively and positively maintains the desired pressure within the lter without chattering and without danger of any leakage that would tend to destroy the utility of the filter as a lubricant storage chamber.

`A further object of the present invention is the provision of a unit k'for priming the `oil pump and for supplying lubricant under pressure to the bearings prior to the operation of the engine, and

'to so connect the unit into the lubrication system that air from the latter, originating in the draining and refilling of the system when the engine is stopped and started a number of times, can be utilized for maintaining an air cushion in the auxiliary priming and lubricating unit so as to maintain the desired pressure therein at all times.

These and other objects and advantages of the present invention will be apparent to those skilled in the art after a consideration of the following detailed description of the preferred structural embodiments, taken in conjunction with the accompanying drawings illustrating the same.

In the drawings:

Figure 1 is an end view of an automobile engine equipped with a unit embodying the principles of the present invention, some of the parts of the electrical system for the engine being indicated diagrammatically;

Figure 2 is a vertical section taken through the combined lter and oil priming and lubricating device shown in Figure 1, with the parts shown in the position they occupy when the -engine is not running and lubricant is stored under pressure;

Figure 3 is a fragmentary section, similar to Figure 2, showing portions of the device when lubricant is being directed into the lter chamber at a pressure such that the relief valve mechanism opens to permit the excess lubricant to ilow back to the crank case of the engine;

Figure 4 is an enlarged View of the controlling valve mechanism with the parts arranged in the position they take when the solenoid has rst been energized but before the check valve has been opened;

Figures 5, 6 and 7 show other positions of the controlling Valve parts under various conditions of operation;

Figure 8 is a section taken along the line 8-8 of Figure 7;

Figure 9 is a modification of the present ini vention, involving certain simplication, and illustrates an auxiliary lubricant unit that is not equipped with filtering means;

Figures 10 and l1 are other modified forms of controlling valve mechanism similar to the form shown in Figure 9;

Figure 12 is a diagrammatic View, similar to Figure 1, illustrating the principles of the present invention as embodied in a unit in which a suction controlled grounding switch is incorporated; and

Figure 13 is an enlarged View oi one form of suction controlled grounding switch.

Referring now to the drawings, and particularly to Figures l and 2, the reference numeral I indicates a conventional internal combustion engine of the type used in automobiles and the like, and which is provided with a lubrication system that includes an oil pump 2, lubricant passages 3 receiving lubricant from the pump 2 through an oil pipe 4, and directing the same to Various bearings, such as the main bearings of the engine I. The engine i is also provided with an electrical system that includes a storage battery 1, a generator 8 having incorporated therein a cutout 9, shown on an enlarged scale compared to the generator in Figure 1 for purposes of clarity, and an ignition system that includes an ignition switch II and a coil i2. n The battery is grounded through a conductor I5, and

the generator 8 is grounded through a conductor I 6. Conductors I3 and I9 connect the switch I I to the ungrounded side of the battery, and the conductor 20 leads from the switch II to the coil I2. Another conductor 2| leads from the battery conductor I8 to the current coil 22 of th-e cutout-l 9. The potential coil 23 of the cutout 9 is grounded, as at 24, and is connected at one end to a switch 26 and through a conductor 21 to the ungrounded side of the generator 3. The switch 23 is biased toward open position by a spring 29 but is adapted to be closed against a contact 30 that is connected through a lead 3I with the end of the battery coil 22 opposite the end thereof that is connected through leads 2I and Iiito the battery l. A cutout of this type is well known, and the structure shown in Figure 1 in this connection is intended to be representative of the usual devices of this general character. The coils 22 and 23 are so wound that the ilow of current from the generator 8 to ground through the coil 23 causes the switch 26 to be closed, and then current ilows from the generator 8 through the switch 2B and the connector 3| to the coil 22, and through the leads 2I and I8 to the battery, thereby charging the same, as is well known. However, when the generator voltage drops and the battery 'I starts to discharge through the switch 25 and generator,

the reverse iiow of current through the coil 22 so reduces the pull of the core 32, around which the coils 22 and 23 are disposed, that the spring 23 pulls the switch 26 open, thereby preventing any further discharge of the battery l. As mentioned above, this is conventional practice.

The ignition system of the engine I includes lthe above described switch II and coil I2, and is so `'arranged that when the switch II is closed, current flows from the battery I through the conductors I8 and I9, the switch II, and the conductor 2U, through the coil I2, and from the latter the current ows to the circuit breaker and the distributor in the usual manner.

Referring now to Figure 2, a fitting 38 is fastened to the side of the engine I and communicates with the lubricant duct 3 through an opening 39 and a bore 40 formed in the crank case of the engine I. The upper end of the fitting 38 is in the form of a dome having a threaded opening therein to receive a threaded sleeve 42 through which the lower end of a tube 43 extends, as at 44, for a purpose which will be referred to later. The tube 43 is detachably connected in any suitable manner, as by a threaded collar 45. The lower end of the tube 43 has a small hole 46 opening into the upper portion of the iitting 38. The tube or conduit 43 extends upwardly and is provided with an enlarged end 41 having an upwardly facing valve seat 48, which is of non-magnetic material, with which a plunger 5f) carrying a conical valve section 5I is adapted to cooperate in serving as a check valve for closing the upper end of the tube or pipe 43.

The plunger 50, which is formed of magnetic material, is movably mounted within the lower end of a sleeve or tubular member 5d which is formed of brass or other non-magnetic material and which communicates with the lower end of a filter casing 6). Preferably, the filter casing 50 and the dependng tubular member or sleeve 54 are formed integrally, but they may be formed separately and welded or otherwise xedly and permanently connected together in leak tight relation. The tubular member 54 is provided with a portion 62 of reduced diameter, forming pper and lower shoulders E3 and 64, Yand the member 54 where it connects to the bottom of the filter casing 68 is provided with an enlarged section 65 serving as a chamber in direct communication with the bottom of the lter casing 68. k,

Mounted within the casing 68 is a cylindrical lter element |8, illustrated for purposes of convenience as a cylindrical'member seated in a supporting cup 'H that has its walls spaced from the interior of the walls of the casing 68 by small protuberances |2 or the like, and the upper end of the filter member 18 receives the inwardly directed flange 'I4 of a hollow member 15 that is disposed in the upper part of the casing 68 and has an integral upper wall 16 from the center of which a tubular section extends downwardly to a point adjacent the lower end of the casing 68. Preferably,'the central tube 1l and the upper end '|6 are formed integrally with the other portions of the member |5 so that there will be no likelihood of loss of pressure due to leakage of either air or lubricant. The member |5 is provided With a radially outwardly disposed ilange 88 that cooperates with a ange 8| formed on the upper end of the filter casing 68. A gasket 82 is placed between the flanges 88 and 8| to provide a leak tight connection at this point, and a domed cover 83 has a flange 84 and a lubricant return conduit 85,l and is fastened to the flanges 88 and 8| by suitable means, such as bolts 86. A gasket 81 is disposed between the cover 83 and diaphragm 88 of Valve mechanism that will be described below, so that when all of the bolts 86 are tightened, the parts of the filter housing are fastened together in leak tight relation.

'Ihe filter casing 68 communicates with the lubrication system, represented in Figure 2 by the duct 3, through the tubular member 54 and tube 43, and the filter element |8 and associated members 'H and 15 divide the casing 60 into what is termed a filtered lubricant chamber 98 and an unfiltered lubricant chamber 9|. ber with its protuberances '|2 define a passage 92 which, at its lower end, communicates with the chamber 65 at the lower end of the casing 68 through notches 94 cut in the flange 95 carried by the central neck portion 96 of the cup member which is formed of non-magnetic material. The ends of the flange extensions between the notches 94 are accurately formed to fit closely o within the upper end of the chamber 65 so as to hold the cup member 1| in accurate coaxial relation with respect to the axis of the tubular member 54 in which the chamber 65 is formed. These parts support the valve mechanism that is referred to below so that accuracy of alignment is secured. At the same time, the notches y94 allow for a flow of lubricant up through the tubular member 54 and along the outer walls of the cup member H into the unltered lubricant chamber 9|.

A valve plunger |88 is mounted for axial movement within the tubular member 54 above the check valve plunger 58, and is provided with a radially outwardly extending shoulder |8| that receives the upper end |82 of a light spring, the lower end of which is seated against the shoulder 63; The spring is capable of exerting sufficient force to overcome the weight of the valve plunger |88 and to hold the same in an upper position with its flange |8| against the lower notched portion 95 of the neck 96, as indicated in Figure 2. The diameter of the plunger |88, both above and below the ange |8|, is substantially the same as the internal diameter of the portion 62 of the The cup memtubular member 54 which forms a part of the titerlcsing 68, and the plunger |88 is mounted s 1 ing movement in the fairly close fit. pomon 62 with a As best .shown in Figure 4, the check valve plunger 58 is provided with a central duct or bore H8 leading downwardly into two or more branches |H Vand H2, which terminate on opposite sides of the valve section 5|. The upper endof the check valve plunger 58 is of generally frusto-conical formation as indicated at H5 in Figure 2, and has several horizontal vents H6 which will be referred to later. 'The lower end of the valveplunger |88 has a tapered end of complementary formation with respect to the upper end of the member 58. The member |88 also has a central bore or duct which is in coaxial alignment with the check valve bore H8 and which extends from one end to the other of the plunger |88. Transverse ducts H8 are formed substantially midway between the lower end of the plunger |88 and the radial ilange |8| and another set of transverse bores H9 are formed near theupper end of the plunger |88. These transverse bores lead from the central duct or bore radially outwardly, and when the plunger |88 is held in its upper position (Figure 2) the transverse bores H8 are disposed above the shoulder 63 so that communication is established between the interior duct and. the chamber 65 which leads to the unltered lubri cant chamber 9|.

The upper end of the valve plunger |88, and especially the portion carrying the upper transverse bores H 9,` is disposed within a non-magnetic cap or sleeve member |25 which is closed at its upper end, as at |26, and has a lower portion |21 tting closely and concentrically within the neck section 96 lof the cup member 1|, and in between the upper and lower ends the sleeve member |25 is provided with a number of ports |28, preferably but not necessarily formed by punching out tabs or projections |29 which serve to limit the downward movement of the sleeve member |25 under the influence of a spring |38 the lower end of which is seated on the tabs ci:

flanges |29 and the upper end of which is seated in the lower end of a valve member |32, the latter being flanged as at |33 to form a seat for the upper end of the spring |38. The valve member |32 includes a conical valve closure |34 that is slidably mounted with a fairly close lit in the lower end of the tube that depends integrally `from the cap or top portion 16 of the filter housing member 15. The conical portion |34 of the valve member |32 also cooperates with the lower end of a tube |35 (Figure 2) which extends downwardly through the tube '|l and is welded, as at |36, or otherwise firmly and rigidly fastened tothe diaphragm 88. The tube |35 is guided for vertical movement by protuberances |31. .The

operation of this valve mechanism will be described below. The spring |38 normally serves to hold the member |32 up in the position shown in Figures 2 and 4, and the spring |38 also serves to hold the member 25 down in the position shown in these figures. Either member |25 or 32 may move against Athe action of the spring |38, as will be described below. In the position of the valve plunger |88 in which the latter is held with its flange |8| up against the notched ange on the neck 96 of the cup member H the transverse bores H9 at the upper end of the valve plunger 88 are disposed above the ports |28, the latter communicating with the filtered lubricant chamber 90, as will be clear .from Fig-- u'res 2 and 4.

A float |40 is disposed withinv the upper portion of the iltered lubricant chamber, as best shown in Figure 2, and may be of any suitable construction, such as a hollow metal body or a ring of cork or other material mounted on a bushing having a threaded connection with the upper end of a vertically slidable sleeve -|4|, the lower end of the latter in the lower position of the float |40 serving to cover ports |42 formed in the lower end of the xed tube 11. A lock nut |43 or other suitable means serves to fix the iioat in adjusted position on the valve tube |4|.

Both of the valve plungers 50 and |00 are formed of magnetic material, and as mentioned above, they are mounted for axial movement within a sleeve or tubular extension 54 formed of non-magnetic material. These valves and associated parts are preferably under the control of an electromagnet of the ironclad type. The electromagnet is best indicated in Figure 2 by the reference numeral |50, and comprises a coil surrounding the non-magnetic tubular member 54, within which the plungers 50 and |00 are slidable, there being suitable terminals |53 and |54 by which the coil |5| may be connected into the electrical system of the motor in the manner shown in Figures 1 and 12. The electromagnet |50 includes end pieces |55 and |56, each of which is preferably formed of two halves to facilitate assembly about the member 54, and each half of each of the end pieces |55 and |55 is formed with a bead |58. A spring ring |60, split as at |6| (Figure 1), is provided with grooves |02 formed on the inner surface thereof, and the purpose of having the member |50 in the form of a split ring is to permit the member |60 to be expanded suiiiciently to receive the ends |55 and |56 and to be sprung over the beads |58 thereof until the latter lie in the grooves |62, whereupon the entire electromagnetic assembly is held in proper position. The tubular member 54 is provided with shallow grooves |04 and |65 to receive the radially inner sections of the end pieces |55 and |56 so that the electromagnet |50, when in assembled relation, cannot accidentally be shifted axially of the tubular member 54 that supports the same. From Figure 2 it will be noted that the plungers 50 and |00 extend outwardly of the electromagnet |50 at opposite ends ofl the latter, and since the latter is of the ironclad type, the magnetic flux is practically entirely contained within the end pieces |55 and |56 and the enclosing ring |00, these parts being made of magnetic material, and the radially inner portions of the ends |55 and |56 approaching fairly close to the plungers 50 and |00 to reduce the gap through the non-magnetic member 54 at these points. According to the present invention, a conductor leads from the junction |1| with the coil conductor 20 to the terminal |53 on the electromagnet |50, and a second conductor |12 leads from the other electromagnet terminal |54 to a point of connection |13 with the switch blade and the conductor 21 that leads to the generator 8.

The operation of the device described above is substantially as follows. When the engine is not running and all parts are at rest, the positions of the Several parts of the combined filter and lubricant device are as shown in Figure 2. The check valve plunger 50 will be held by gravity against the seat 43, but with the upper portion thereof Within the electromagnet |50. The

envases 'spring |02 .serves to hold the upper valve plunger |00 in its upper position with the flange |0| against the lower end of the neck and the lower portion of the member |25. In this position of the plunger |00, the ports I8 are in communication with the chamber 65, and the latter communicates with the unltered side of the lter through the passage 92 between the cup member 1| and the walls of the filter casing 00. The upper transverse ducts ||9 are disposed above the ports |28 and are closed o by the disposition of the ports ||0 within the closed portion of the member |25.

With the ports l0 in the position shown in Figure 2, if there is any lubricant stored under pressure in the iilter casing, it is maintained under that pressure not only because the ports i9 and |20 are out of registration, but principally because the check valve 50 is held against the seat 48. Reference was made above to the fact that gravity holds the plunger 50 on its seat 40. This` action, however, is appreciably assisted by the fact that whatever pressure to which the lubricant within the casing 60 is subjected is imposed upon the valve 50, for, in the first place, the sliding t of the plunger |00 and the member |25 permits some flow of lubricant therethrough in order that the parts can move freely, and in the second place, the lubricant on the unltercd side of the element 10 in the unfiltered lubricant chamber 0| between the cup member 1| and the casing 60 is also subjected to the interior pressure in the iilter casing 60 and is in open communication with the interior of the tubular member 5f?. through the notches 94, the chamber 05, the transverse bores H8, and the interior axial bore H1. Thus, the check valve 50 is held tightly against its seat 48 by the pressure of the lubricant in the casing 60, so as to retain the lubricant within the casing under pressure for long periods of time during which the motor may not be in operation. During such inactivity, whatever lubricant that, during normal operation, owed through the tting 3S and the duct 5 will drain away into the bottom of the crank case of the engine so that the duct 3 and the fitting 33 are, during non-operating, periods filled with air.

Having in mind that, according to the present invention, a quantity of lubricant is to be forced into the lubrication system of the engine to prime the pump 2 before the engine is cranked, the manner in which the solenoid is energized just as soon as the ignition switch is turned on will iirst be described.

Referring now to Figure l, when it is desired to start the engine the ignition switch will be closed, and in all cases this will occur normally before the engine is subjected to any cranking operation. However, as soon as the ignition switch is closed, current flows from the battery 1 through the conductors l0 and I0, the switch and the conductor 20 to the coil I2. Current will also flow through the conductor |10, terminal |53, electromagnet |50, conductor |12, and connection |13. At this point, the current can flow to ground either through the coil Z3 or through the generator 0 and lead l5. In any event, as soon as the switch i! is closed a current will thus iiow from the battery 1 through the solenoid |50 to the ground before the engine is cranked.

I have described above the manner in which the electromagnet |50 is energized as soon as the ignition switch is closed, The control which the energized electromagnet |50 is enabled to priming unit will next be described.

- Referring now to Figure 2, as soon as current flows through the coil I5| of the electromagnet |50, magnetic lines of flux are set up but, due to the ironclad type of construction employed, all of the flux lines are confined within the shell surrounding the coil I5I and the portions of the plungers 50 and |00 lying within the electromagnet.y As a re'sult of current flowing through the coil I5I, both the plungers 50 and |00 tend to be drawn within the electromagnet with a force that depends upon the amount of current and also upon the gap between the adjacent ends of the plungers 50 and |00. The size of the electromagnet and other constants of the device are so chosen that when the spring holds the plunger with its shoulder |0I up against the lower end of the member |25 and when the check valve plunger 50 is disposed on its seat 48, the amount of force that is exerted upon the plungers 50 and |00 exceeds the bias ofthe spring |02 but does not exceed the force that the lubricant under pressure exerts upon the check valve 50 plus the weight ofl the latter. As a result of this arrangement, just soon as current begins to now through the coil II the plunger |00 is drawn downwardly against the action of the spring |02, but the lower plunger 50 remains in the position shown in Figure 2, closing the upperend of the tube 43 even though the pull of the electromagnet is exerted upon the check valve plunger 50. The upper Valve plunger |00 moves downwardly against the action of the relatively light spring |02 until the shoulder |0I onthe plunger |00 engages the shoulder (Figure 4) i at the lower end of the enlarged section 85 of the member 54. This engagement limits the downward movement of the plunger |00, but by this time the lower end of the plunger |00 approaches relatively closely to the upper end of the check valve plunger 50, thus materially increasing the flux density so that the electromagnet |50 now exerts a force on -the check valve plunger 50 that is greater than the force it exerted'at the beginning of the downward movement of the plunger |00'. Asmentioned above, at rst this force is not sufiicient to lift the valve 50 against the oil pressure thereon and the weight thereof, but when the plunger |00 moves down against the shoulder |15 to the posftion shown in Figure 4, the flux density has so increased that the electromagnet |50 can exert sufoient pull on the check valve plunger 50 to lift the same off its seat 48, drawing the upper end thereof into contact with the lower end of the plunger |00, the .oil in the space within the tube 54 around the lower end of the plunger |00 adjacent the shoulder 84 flowing through the vents IIB into the bore IIO. Brasspins I 11 (Figure 4) or the like may be inserted into the exert on the combined lter and lubricating and face of one of the plungers so as to keep the ends out of actual contactso that they will not tend to stick together when the solenoid |50 is deenergized, as is conventional in electromagnetioV equipment.

As soon as the check valve plunger 50 is raised slightly off its seat, the amount of movement at this time being substantially the same as the spacing between the adjacent ends of the plungers 50 and |00 shown in Figur-e 4, the pressure of the oil against the check valve 50 is released -since the lubricant is free to escape through the opening 48 and the tube 43. Since the plungers 50 and |00 are held together by the magnetic ux and act as a solid plunger with both ends extending outwardly of the electromagnet I50, the spring |02, initially compressed by the downward movement of the plunger |00, is now free to exert'a force against the magnetically interlocked plungers 50 and 00 so as to raise both of them upwardly to the position shown in Figure 5 until the shoulder |18 on the check valve plunger 50 comes up against the shoulder 64 on the interior of the tubular vmember 54. The two members 50 and I 00 are magnetically interlocker by the magnetizing effect of the solenoid |50 which is still energized, and the two members are held together in the position shown in Figure 5, but the upward movement of the members 50 and |00 tov the position shown in this gure Vis suicient to raise the transverse ports I|9 up into registration with the ports |28 that communicate with the filtered lubricant chamber 90 (Figure 2). As soon, then, as the two plungers acting together reach the position indicated in Figure 5, the oil, stored under pressure in the casing 60, is now released and flows through the registering ports |28 and IIS, the axial bore II1, the check valve bore IIO, the two branches III and ||2, and downwardly through the tube 43 to the fitting 38, and into the lubrication system at the bore 3 (Figure 2). This flow of lubricant primes the pump 2 and, moreover, lubricates the bearings 5 (Figure 1) and all parts receiving lubricant from the oil portions of the lubrication system that communicate with the bore 3. It will be remembered that this lubrication occurs just as soon as -the ignition switch II is closed, entirely independently of whether or not the cranking "or starting mechanism for the engine I has at this time been placed in operation. From Figure 5 it will also be noted that the upward movement of the plunger I 00I is not suflici-ent to bring the lower transverse bores ||0 above the shoulder 63 upon which the spring I 02 seats, so that the bores II8, which are closed in the position of the parts shown in Figure 4, are still closed in the position of the parts shown in Figure 5. i

AnA important` feature ofthe present invention lies in the fact, now apparent, that in any manual starting arrangement, the operator has full control of the time between which the priming and auxiliary lubricant is directed into the lubrication system and the cranking of the engine I. For example, the operator of the automobile can turn on the ignition switch II and then wait a few moments before engaging the usual starting or cranking mechanism of the engine. Even there is a time lag between the closing of the ignition circuit and the actual initiation of the cranking means, and'in practically all cases this time is sufficient to energize the solenoid, shift the valve mechanism so as to direct the' flow of lubricant from the storage chamber into the lubrication system to prime the pump` and lubricate the bearings before the startingmechanism has come into operation and cranked the engine. Thus, according to the present invention, before any of'the` motor parts begin to move, the oil pump has been primed and the bearing surfaces adequately lubricated, in preparation for the subsequent cranking and running of the engine.

As soon as the engine begins to run, it is essential to deenergize the electromagnet |50 in order` toV release the check valve plunger 50 from its upper position (Figure) and permit the same to close against the valve seat 40, except when lifted therefrom by the pressure of the in so-called automatic starting,`

lubricant from the oil pump 2,. and retain the. lubricant that. is directed into the. storage casing Si), and also in order to restorey the. valve mechanism to the position shown in Figure 2 closing the ports |28, so that lubricant flowing upwardly through the tube 43 by virtue of the operation or the oil pump 2 willv be forced to pass through the lower portion of the bore lll, the transverse bores H8, the chamber 65, and between the walls of the cup member 1 i and the casing G into the unfiltered side 9| of the casing. The manner in which the solenoid or electromagnet |50: is deenergized as soon as the engine begins to run will now be described.

Referring again to Figure l, when the engine begins to run, the lgenerator 8 is, of course, rotated and soon develops sucient electromotive force to energize the cutout coil 23k and to close the switch 2a by bringing the same into engage-- ment with the contact 3.0. As soon as this takes place, the terminals |53 and |54. of the electromagnet itil are brought to the same. polarity, since the generator voltage at the point |13` is impressed on terminal |54.` through the conductor |12, and the other terminal |53 is subjected to the same voltage through the switch 2G, conductor 3|, coil 22, conductors 2l and lo, switch and. conductors 2G' and |13. The small difference occasioned by the cutout coil 22 in the last mentioned line of' connections is not suili cient to alord any substantial amount of energization in the solenoid |50, so that for all practical purposes, as soon as the engine. begins to run, the electromagnet |55) is deenergized.

Referring now to Figure 5, which illustrates the parts in the positions they occupy after the ignition switch Il has. been turned on but before the electromagnet |50, has been deenergized', the instant the latter is deenergized', the attraction between the plungers 5|)l and IU no longer exists and the lower plunger 50 moves toward the valve seat 48 and the spring |02 acts to lift the plunger |90 from the position shown in Figure 5 to the position shown in Figure 6 with the radial shoulder itl up against the lower portion of the neck SS and the member |25. This closes oi communication between the upper transverse ducts I9 and the ports |23, thus closing off communication between the filtered lubricant chamber 90 and the axial bore ||1 in the plunger |60. At the same time, the nal upward movement of the plunger |00 brings the lower transverse bores H3 above the shoulder 63, thereby placing the bore ||f1 and tube 43 into communication with the unfiltered lubricant chamber 9| through the notches 94. When the engine begins to run, the oil Ypump 2 is, of course, placed in operation, having been initially primed before the engine was cranked, and the pressure of the lubricant, due to the operation of the pump 2, causes lubricant from the pump 2 to ow out of the lubrication system duct 3 through the ntting 33 and upthe tube 43, raising the plunger 50, which now serves as a check valve, off its seat 48. This lubricant ows up through the bore l1 and the transverse ducts I8 into the chamber 65, and from there the lubricant flows through the notches 94 and up between the walls of the cup member 1| and the casing 60 into the unfiltered lubricant chamber 9|, from which f garages,

|43. is adjusted on the tube |4| serves to. determine the amount of air or liquid level normally in the container G. This air serves as a resilient cushion, retaining the pressure in the casing 6G, and is replenished each time the enginev is stopped and started, by the fact that the air that was trapped in the fitting 38 above the lower end 44 of the tube 43 by the previous discharge of lubricant by the primer is forced upwardly through the hole 46 by or is mingled with the upward surge of lubricant from the ducts 3 and 40 when the oil pump of the engine begins to operate. By virtue of this construction, therefore, sufcient air is injected into the casing 60 to replenish any air that is absorbed or carried away when the combined pressure and priming unit is operated for delivering its charge of lubricant under pressure into the lubrication system to prime the pump and lubricate the parts before the engine is cranked.

As the engine continues to run and the oil pump 2 forces more oil into the casing 63, the level therein slowlyrises, carrying with it the oat |43. It will be remembered that the member 15 is preferably an integrally formed part, so that there is no chance for any leakage of the air from above the'oil level in the'casing S0. When the oil level reaches a predetermined point, the sleeve 14|, to the upper end of which the neat |40 is attached, is lifted and exposes the ports |42 in the lower end of the tubular depending extension 11 that is formed integral with the member 15 and extends downwardly from the top 16 thereof. The oil under pressure is thus admitted through the ports |42 into the space, dened by the protuberances |31, between the valve tube |35 and the xed tube 11. 'Ihis pressure is then exerted upon the. diaphragm 88 to which the upper end of the valve tube |35 is securely fastened as by a weld or fusion connection at |36.

The valve-controlling diaphragm 88 is normally bowed downwardly and requires considerable pressure to be exerted against it before the diaphragm will be deiiected upwardly. In one embodiment of my invention, the diaphragm 88 is arranged to hold the valve tube |35 downwardly against the conical valve |34 (Figure 2) with a pressure equal to about thirty pounds per square inch. However, as soon as the pressure has been built up within the lter casing 5|) to a point exceeding this value, the diaphragm 88 yields and is snapped upwardly to the position shown in Figure. 3. rIhe diaphragm 88 has the characteristic that once the aforesaid value of thirty pounds per square inch has been exceeded and the diaphragm starts to yield upwardly, it no longer exerts a resistance equal to thirty pounds per square inch, but exerts a reduced force, whereby the aforesaid snap action is secured. When the diaphragm 88 moves upwardly, it carries with it the Valve tube |35, lifting the lower end thereof away from the conical valve member |34 (Figure 3), thus permitting the lubricant within the ltered lubricant chamber 9E) to pass through the portsv |42 and up through the tube |35 and out of the nlter casing through the connection back to the crank case (Figure l). The diaphragm 83 does not move downwardly when the pressure against it diminishes only slightly below the aforesaid value of thirty pounds per square inch, but as the level of the liquid falls in the container 60 as a result of the opening of the ports |42 and valve |34, the float |40 and the exterior sleeve 4| move downwardly, closing the ports |42 and permitting no more liquid to flow out of the casing 60. The liquid within the tube and underneath the diaphragm 88 continues to be forced outwardly since the diaphragm 88 is so arranged as to tend to move downwardly even when in its uppermost position shown in Figure 3. The tendency for the diaphragm, however, to move downwardly, is only comparable to a pressure of approximately've pounds per square inch, but this is suicient to force the oil out of the tube |35 into the crank case of the motor and to move into its position in which it exerts a downward force approximately equivalent to thirty pounds per square inch, thus securely holding the valve tube |35 down against the valve closure |34. During this time, however,

, the pressure within the casing 60 may again i be increased to the gradually rising level of oil therein, and when this pressure is again equal to substantially thirty pounds per square inch and has reached a given level, the float again rises and the diaphragm 88 opens the valve at |34 to vent the lubricant casing 60 and to permit a quantity of lubricant to iiow therefrom back through the crank case of the engine By this means, therefore, during the normal relief for the conventional lubrication system of the engine, maintaining a pressure equal approximately to thirty pounds per square inch throughout the system. It will be understood, of course, that the aforesaid values ofve pounds and thirty pounds per square inch are only exemplary of any values which it may be desired to select. It is important, however, to arrange the relief valve mechanism so that the same is held closed with a positive pressure, preventing any small leaks or trickling of lubricant from the pressure chamber until the desired pressure therein has been attained, `and then it is further important to have the relief 'valve mechanism arranged to open positively and without delay, preferably against a force that reduces, instead of increasing, so that a positive vaction of the 'valve mechanism is obtained, both in its opening and in its closing movements.

It-may occur that after a long period of use, or for other reasons, the filter element 10 may become clogged. In that event, there may be such a difference in pressure between the filtered lubricant chamber 90 and the unfiltered lubricant chamber 9| that the pressure of the incoming lubricant, that normally passes out through the transverse ducts H8 into the unltered lubricant chamber 9|, may rise to a Value suiiiciently greater than the reduced pressure within the ltered lubricant chamber 90 that the bias of the spring |30, holding the member |25 down in the vposition shown in Figure 6, is overcome. If this does occur, the reduced pressure on the upper side of the member |25 and the increased pressure on the under side of said member will exceed the pressureof the spring |30, permitting the member |25 to move upwardly and bring the ports |28 into register with the transverse 4 The diaphragm 88 and associated parts, therefore, serve as a spring biased valve case of the engine ducts ||9, as best'I shown in Figure 7. Unfiltered lubricant coming directly from the bore in the plunger l| then passes directly into the ltered lubricant chamber 90, and eventually back to the crank case by virtue of the operation of the valve controlling diaphragm 88 as set forth above. Thus, my invention prevents a clogged lter from interfering with the storage of the desired Aamount of lubricant, even though it is unfiltered to some extent, in the filter casing 60. Also, my invention makes it impossible for a clogged lter to interfere with the lubrication of the engine by preventing an abnormal rise of pressure within the lubrication system.

Figure 9 illustrates a simplified form of the present invention in which the functions of the lter have been eliminated and the unit utilized as an auxiliary means for priming the oil pump and lubricating the engine before the latter has been cranked. The pressure chamber of this unit is indicated at |90 and comprises a seamless casing formed of any suitable material and provided with a lower closure |9| welded thereto as at |92. Formed integral with the lower part |9| is a tubular extension |93 of non-magnetic material, such as brass, around which an electromagnet |94 is disposed. The lower end of the non-magnetic` tubular extension |93 is formed with a valve seat |96 and terminates in a tubular part |91 that is connected into the lubrication system of the engine in any suitable manner. Preferably, however, the connection is establishedJ through an oil regulator unit 200 which is fastened to the' side of the engine and, like the unit 38 described above, is provided with a hole 20| communicating with the duct 40 leading to the lubricant bore 3. The oil regulator unit 200 is, in addition to the structure shown in Figure 2, provided with a lower chamber 206v which' carries a movable plunger 201 against which a spring 208 bears. The spring is seated in a plug 209, and this portion of the regulator 200 is provided with a lateral opening 2|2 registering with an opening 2 |3 formed inthe crank In this form, when the oil pump 2 operates to develop excessive oil pressure within the lubricating ducts `and bores, the plunger 201 is moved downwardly by the excessive oil pressure against the action of the spring 208, opening the interior of the tting 200,into communication with the crank case, thereby venting the excess oil. The tube |91 is connected into the regulator tting 200 in substantially the same manner as the tube 43 is connected in Figure 2, so that a further description of the these parts is not necessary. It is to be noted, however, that the lower end of the tube |91 is formed with an air opening 2 |5 for the purpose of replenishing air that may be removed from the lubricant chamber for any reason.

The solenoid or electromagnet |94 includes a coil 2|6 which, as mentioned above, surrounds the `non-magnetic tube |93. A sleeve 2|| of magnetic material is disposed within the tube |93 and has an axial opening 2|8 extending from one end to the other of the sleeve 2|1, and the latter has a head or ange 2|9 by which the member 2|'| is held against movement relative to the solenoid |94, and, therefore, constitutes a stop for cooperation with an axially bored plunger 220 which is formed of magnetic material and has an axial duct 22| which, atthe lower end, branches out into two sections 2,22

Landi 223', being: oisubstantiallygthe v.same-form as' the: plunger ird'escribed iabove.; Theiplunger zuincludes a: section 224 that serves as archeck valve; for the;upper. end, .ast ati |96, of .the;lubri cant tube |9'l..l The solenoid |94 is-providedwith ter'm-inalsZ and226which arepadapted to be connected'.into the'electrical'systemf of the .enf gine; showninFgure 1,;in thesame manner'as :ithe selenoidnl 59:. described above.y The operation off-the 'device shown irl-Figure 9 isasubstantially the saine as the device described vfabovein connection .with Figure 2 except, oi 4coursattlfie;device",oil'igure 9 does not filterthe lubricanuznor does itserve as a regulating; means for?.determining therpressure^within the lubrir-ffcationffsysteni. lF/hen-thev ignition-'switch is v'.closecLifthefrsolenod |96 isenergized andY the f plunger 226 isilited oli itsfseat-lfgfwhichpermitsthe lubricant within the air tight-lubricant :iistoragel chamber Elil--to -be discharged. out

through the'tube.|9lfand into the-lubrication .system 3 ofthe-engine tofprime the oil pump 2 a and t0 'lubricate' the bearingsof the .engine prior torthe cranking of the latter. -When the eng-ine begins to frunfand ther pump begins tooperate, the .pumped lubricant is `forced -backup through :the tubeflS'l,V raisingthe plunger 22|), which thus acts as a icheckvalve, and' forcesk lubricant into the chamber-#|99 until the pressure of the-conaned air at-the topv thereof, together with the .headv of-liquid irl-*the unit, is-equal to the pres- ,sure established by the regulator 299..- In the r.nu-nit shown in Figure 9,*the air atthe top ofthe container .|99 is .periodically renewed by the fact thatfwhen the engine l-stopsr all of thelub-ricant inithe. lubricationA system, includ-ing .the conduit .3 and the rdome of theregulatonilll,y drains to the bottom of the. crankcase of. the engine; and is replacedbyI air. .Thenwhen the. pump. again koperatesandorces. lubricant up into these parts, .the `air that is. trapped. in the .regulator-200. is forced tupY through the tube. |91 through the vopening-.M5 andfintothe pressure chamber |90. .As mentioned above, the latter isin the form of a seamless .containeripermanently and securely welded atie-2. to the. closure or base |9I. .Hence there is no. likelihood'of .any leakage of .air iromf the. chamben. and., lubricant can be stored ,therein .under pressure. and retained under that pressureor .long periods of .time, the .onlybpportunityior leakagebeingat thev check valveplunger 22ll,..and it is a. relatively simple ..inatte1.. to .have'this lubricant surrounded part leak-tight.

. Referring again .forthe moment to Figure 2; it ,will be'. observed that `when the. solenoid |58 is energized-to. pull the plunger |90 downiagainst the action of the` spring |92, the factv that .the AAmember, |69. is .surrounded by oil under. pressurer Ydoesnot restrict .the downward movementthereof, for the diameter of the member at the lower end thereof is the same as the diameter al .'theiupper end thereof, so' that there isno .dis- `.placement of .oil as. the plunger moves downwardlyv except from the lower. end to the upper end."A Thus, there is no appreciable resistance to .the downward movement of the plunger ll, except that oiered by the 'bias of the springi |92, until' the shoulder |9| Areaches the shoulder V35. In thus moving downwardly from the position shown in Figure 2 to the position shown in Figure 4; the'plung-er |90 not only closes oil cornmunication between theL ports I8 and the uniilteredv lubricant-chamber f9| l through!x :the Achamber 65, -but also they portsA Il l9= are :moved to fifi afpositon belowl aindout of; communication .with .zzthe ports 428.1 Thisfcutsfnitthe checlava'lve plungerrercm the :pressure of; the lubricant, 'and since azliquid; is'practically.incompressible, the-checkt vali/e150 is freed'irom thepressure 'of the :lubricant 'stored the chamber f G9. ffl\/Iorecv er,y at-this time. .the plungers- Vand |50 fwareiquite -closeftogether soY that a solenoid of --relativelysnall capacity canreadil-yv exert suiiio` cient forceto raise the plunger-990. its .seat-48, Mespeciallysi-nice it dcesrnct-have to act against the'A pressure -in .the `chamber-Aw..:However, -in Figure 9, the solenoidfli should be of somewhat l greater capacity, .-since the: solenoid ld: is reaiqui-red-to exert .the-,.pull. on the check .valve -plunger 229e required to lift the same off vits seat ...l95-\against..the pressure oi the oilstored in the container Al-Q, withtheplunger .229 separated a considerabladistance from the end of. the stop 12|?, suflicient to per-mit.the..plunger.220 to serve :as a `checlevalvel with ample movementto. per- .;mit the readyY flow of oil from theftube. |91 into .ther container-iSG. .This increased...gap.at this .point,.reduces..theeffective. flux.. density and hence the. solenoid. l S4 vshould .-be largerthan .the solenoid .|59 wherathe ..oi1 `primer.. units. are

otherwise of similar.. capacity.

...Inany-event, either theJsolenoidJ or. the solenoid-19e, when arrangedin .the electrical sys- Atem infthelrnanner indicated in Figure l, should have a .resistanceinot-.less' .than .-the resistance of, the. ignition coilY I2, `so :that there will be` no .likelihood of thegenerator 8 fforcingrcurrent.`

, around.th1'ough.theifconductor il?, thesolenoid `lcoil whenythe ignition. switch H, is opened.. If lthe solenoidV l orllloffers too.little1.resist Vance',.there may be enough current flow through the path just indicated that opening the switch I wouldnot Stop the-engine in case the :latter is .operating at such a .speed that thegenerator 8 might develop sufficient voltage to cause the 'aforesaid by-passed flow of current tothe ignition' distributor and breaker with the 4switch open.v I haveiound that,where the resistance of thesolenoid is about thesame as .the resistance of the coil. |2,opening the switch Hunder all conditions'of operation will stop the engine. .InFigure 9,.the base or closure |9.| for the lubricant chamber..|9 is.formed integral with binedclosure plate and solenoidendpiece 2'20 is since. the n iagnetic` member 2H AdoesnotV move within'the solenoid |94, it is not essential that the portion of thetube in which the member 2I'| is disposedV be of non-magnetic material,v nor is it essential that the 'closure |9| be of non-magnetic material. In Figurel, have shown an arrangement in which only the portion of' the tube in which the check valve plunger slides and the seat for the valve plunger are made of non-magn'etic-material. Referring now to Fig. 10, the seamless lubricant chamber 227Y is formedv with f an inturned ange to the bottom of which a combined closure plate and solenoid end piece 5228 5 is welded, as at 223e. The member 228 is of magnetic material and includes ringy 229 which has a liange 230 welded at 228a and an endpiece section 23 which has a centralopening 232', A magnetic .f core. piece231i is securely fixed with an oil tight O hydraulic presst into `the opening 232` sothat g theparts 229 and 234 ara-for all practical purposes, integral. The member 234: is provided with an axial Abore 235 communicating with the interior. of the lubricantchambe'r. 221 .and .ter- 1 :minates at its lower end in ai conical opening; 236.

.1.. 159 or |1land the. conductor lla to the ignition.

Ascribed below.

as at 239, to the lower end of the core piece 234.

The sleeve 238 is grooved, as at 242, to receive the lower end piece 245 of a solenoid 246, which may be of substantially the same form shown and described above in connection with Figure 2, except that the `upper end section 23| and core or stop 234 are in iirm oil-tight press lit engagement. The construction shown in Figure 10 has the advantage that more magnetic pull is gained by the elimination of one gap through the nonmagnetic sleeve.

A check valve plunger 258 of magnetic material is mounted within the non-magnetic sleeve 238 for axial movement therein, and is provided with a central bore 25| in line with the bore 235 in the central member v234, the bore 25| dividing at' the lower end of the member 258 into two branches, 252 and 253, with a section 254 theresleeve 238. The tube 256 is connected into the lubrication system in any suitable manner, preferably in the manner shown in Figure 9.

The operation of the device shown in Figure l is substantially the same as that shown in Figure 9, so that a further description is believed to be unnecessary. However, it will be noted that the sleeve 238 and the upper end of the tube 256 are the only parts that need to be of non-magnetic material. .l

As will be apparent, both the forms of the invention shown in vFigures 9 and 10 require that the solenoid develop suiiicient energy to lift the check valve plunger against the pressure of the oil stored within the pressure chamber, whereas in Figure 2, the initial downward movement of the upper plunger, operating through valve ports and the like, closed oi communication between `the check valve plunger `and the pressure within lubricant into the lubrication system to prime `the pump and to secure initial lubrication of the bearings, and, in addition, other features de- Referring'r now to Figure 1l, theV lubricant storage chamber is indicated at 218, and includes ,a bottom section 21| having `a central opening around which is disposed an axially and radially inwardly extending flange y212- A cup-shaped member 213 of non-magnetic material is disposed in this opening, and has a small vent 214 and a radially outwardly disposed flange 215 seated against the casing flange 212, being held in that position by a tube 216 of non-magnetic material with its upper end also extending partly into the opening in the casing 218 and securely soldered or otherwise firmly fixed in position, as indicated at 218. The non-magnetic sleeve or tubular member 216 receives an upper plunger member 288 of `magnetic material which is similar to the plunger |88 described above in connection with Figure 2, except that the upper end 288aof the member 288 has a slightly greater Vdiameter than the lower end 288D` for a purpose which will be described below. The upper end 28811 of the plunger 288 has one or more transverse bores 28| communicating at their inner Vends with an axial bore 282 extending the length of the plunger 288, and the outer ends of the transverse bores 28| communicate with an annular groove 283 extending around the periphery of the plunger 288. In this connection, it will be apparent that the bores 28| may be formed like the bores ||8 or ||9, or that the two latter sets of bores may be formed like the bores 28| and annular groove 283, if desired. The plunger 288 is provided with a radial extension or shoulder 281 which is movable in an enlarged chamber or section 288 near the upper end of the non-magnetic tubular member 216. A spring 289 is seated with its lower end against the shoulder 298 in the lower portion of the chamber 288, and at its upper end the spring 289 acts against the radial shoulder 281 to hold the plunger 288 up in a position against the lower portion of the cup-shaped member 213 with the ports 28| and groove 283 registering with one or more ports 292 formed in the cup-shaped member 213 and communicating with the interior of the lubricant storage chamber 218. The flange 281 is provided with a plurality of vents 293 that are adapted to register with one or more similar vents 294 formed in the Harige 215 of the cup member 213.

At the lower end of the plunger 288, the axial bore 282 terminates ina conical section 295, and slidable within the lower portion of the non-magnetic tubular member 218 is a check valve plunger 296 having a conical upper end 291 of complementary formation with respect to the end 295 of theupper plunger 288. 'Ihe check Valve plunger 296 is of substantially the same formation as the check plunger 258 shown in Figure 10, and is provided with a central bore 388 and branch ducts 38| and 382 disposed on opposite sides of the section 383 of the plunger 296 that constitutes the check valve proper. The check valve section 383 cooperates with the upper end of the lubricant tube 384 which may be connected into the lubrication system in the same manner indicated in Figure 9. The non-magnetic tubular member 216 is surrounded by a solenoid or electromagnet 385 of substantially the same construction as that shown in Figures 2 and 18.

The operation of the unit shown in Figure 111 is substantially as follows.

When the engine is not running and lubricant is stored under pressure in the container 218, the positions of the parts are as indicated in Figure 11. The upper plunger 288 is held in its upper position by the spring 289, and the weight of the plunger 296 and the pressure of the lubricant communicated thereto through the ports 292, the groove 283, the ports 28|, and the axial bore 282, hold the check valve plunger 296 down tightly against its seat at the upper end of the tube 304. When the ignition switch is closed the solenoid 385 is energized and the upper plunger 288 moves downwardly, first closing the ports 292 and shutting oi communication between the pressure chamber 218 and the check valve plunger 296. When the plunger 288 moves downwardly, the pressure of the lubricant against the plunger 296 is reduced since the downwardly moving lower end 2881) of smaller diameter does not displace as much oil as the upper portion 288a of larger diameter. However, the small vent 214 allows some flow of oil and prevents the upper end of the plunger 288 from acting as a dashpot and retarding the response of the plunger. The 'speed of -descent .of the plunger 231] is dependent zupon Ithe magnetic 4pull of the solenoid and the size of lthe 'venti2l't `When the `plunger .230 reaches its lower position, with the flange 237 engaging the .shoulder' on the inside of the tubular member 2l, .the pull of the solenoid 365 now lifts the check valve .plunger -2-93 off its seat. Then vthe` .two yolungers Zfand 29S vmove upwardly together .under the influence of oil pressure against the plunger portion 28M oi larger diameter communicated thereto .through the vent openings -293 and 294, and also the spring 233 in the man- -ner set forth above in lconnection with Figure 2, until the communication between the pressure .chamber 213 and the axial duct 282 is reestab lished by the groove 233 registering with the ports 2.3.2. At this time the surge o lubricant under Apressure is then forced downwardly through the axial :ducts 232 and 333, the branch vducts 30| and :332, yand the tube Elle to the lubrication system of the engine, the check valve vplunger 2136 being held up against the lower end of the .upper plunger `233 by virtue of the solenoid v3.05 remaining energized until the engine begins to run. When the solenoid 335 is deenergized, the parts return to the position shown in Fig-ure 11, at which time oil under pressure is admitted :tothe tube 333 and l'llls the chamber 2@ until va certain pressure is attained therein. check valve plunger 236 then retains `the lubricant under that pressure, as will be readily understood from the preceding description.

One of the advantages of the construction shown in Figure 1l is that, by virtue voi the dif- -ference in diameter of the upper and lower portions of the plunger '233, when the solenoid 335 is energized and the plunger 233 begins to moveand Vis drawn inwardly of the solenoid toward the lcheck valve plunger, suction is created on the inside of both plungers, which, when combined with the magnetic pull, acts to openthe check valve.

YThereupon the fluid pressure acting upon the upyper plunger 233, due to the aforesaid diilerent outside diameters, acts to shift xthe magnetically interlocked plunger-s 23S and 2% so as to open the ports 28| and 232, thereby permitting the Vprimer to discharge past the open check valve into the oil pump and lubrication system. In this construction, the Vprincipal purpose `ci the biasing spring 233 is to maintain the plunger 233 in its upper position when the unit is inactive.

Another advantage ci the construction shown in Figure 11 is the ease of assembly. it will be noted that soldering the upper end of the tube v216 to the casing 233, as at y238,. serves at the same time to secure all. of the operating parts Aof the unit in position. Similarly, if itis desired to disassemble the parts, the soldered attachment may be heated to release the same and the parts readily removed from the casing 2W. It will also be noted that Figure l1 represents a simplified form of construction in which the valve mechanism associated with the check plunger is so constructed and operated that the check valve is cut ofi from the pressure of the lubricant in the storage chamber, to which it is normally subjected, before an attempt is made to release the check valve to direct a ow oi' lubricant into the lubrication system of the engine.

Mention was made above oi the fact that the resistance of the solenoid, when it is associated with the electrical system of the engine in the manner shown in Figure 1, should bear suc'n relationto the resistance ofthe ignition ccil l2 so The aora-ses that the opening of the `ignition switch :will at a'll -times stop the engine In some .cases .it

Ymay not be desirable V:to have the solenoid, controlling the dischargeiof lubricant'under pressure into the lubrication system oi fthe Ivengine, bear figure is grounded through the generator 8 or the generator cutout 9. Referring now to vFigures .12 and 13, the intake of the engine l is indicated by the reference numeral 3I5, and the pump priming and lubricant supply unit is indicated in -its entirety by the reference nu- ^meral 3|6 and is controlled by a solenoid 3|'|.

The unit 3&5 maybe 'like any of :the units described above, but, for purposes oi clarity, has been villustrated like the unit shown in Figure 1.0. One terminal 320 .of kthe solenoid 3|| is connected into the electrical'system at .the point in practically the same manner as the terminal |53 'of Athe solenoid |53 in Figure v1 is connected into the ignition system illustrated lin that figure. The other terminal 32| of the solenoid 3|'| is connected by means of a conductor 322 to va post 323 (Figure 13) which is .adjusably received in an insulating bushing 321| carried in electrically separated relation with respect to a metallic diaphragm casing 326 that is fastened 'by an apertured threaded `bushing 321 that is screwed into the 'intake .manifold 3%5 of the engine The'post 323 extends into the interior oi the diaphragm casing 323 and is normally in engagement with a contact point 330 carried on a ilexible diaphragm 33|, the edges of which are firmly clamped'and secured in place by the edges of the casingv 326 which thus electrically grounds the Vvdiaphragm 33|.

One side'of the diaphragm is subjected to atmospheric pressure, as through a small opening 33o, while the other side is subjected to the suction fin the intake 'through the opening 335 extending through the bushing 32T. When the engine is not running, the resilience of the diaphragm 33| holds the contact 333 in engagement with the post 323, an-d thereby grounds the terminal 32| of the solenoid 3H. As soon as the ignition switch is closed, the solenoid 3H is energized, and a quantity of lubricant from the unit 3M; is discharged into the lubrication system of the engine in a manner similar to that described above. When the engine lires and begins to run, suction is quickly built up in the intake manifold 3|5, and this draws the diaphragm 33| inwardly and moves the contact point 330 away from the post 323, thereby interrupting thecircuit through the solenoid 3|l and thus immediately deenergizing the latter. The diaphragm 33| isarranged so that, as long as the engine is operating, the contact 33|] is out -of engagement with the post 323, but as soon as the engine stops and the pressure within the intake manifold 3|5 rises lto substantially atmospheric pressure, the contact 333 engages the post 323 and vestablishes envases aV groundfor the solenoid SI1, whereby, as soon From the above description and the embodi Y ments ofl the present invention illustrated in the accompanying drawings, it will be apparent that my invention contemplates a novel method of and a novel construction and arrangement of control for an apparatus for priming the oil pump, for supplying lubricant to the bearings and working parts, and filling the oil ducts of the lubrication system of a machine prior to starting thereof after a period of rest. It will also be apparent that thepriming of the oil pumpplaces itin a condition so that at W temperatures as well as high temperatures it will at once upon starting to rotate handle a sufficient quantity of lubricant, even though the latter may be congealed at low temperatures, to satisfactorily lubricate the engine, and that the lling of the oil ducts in the lubrication system thereof adequately lubricates all moving 'parts and bearings thereof prior to starting or cranking of the engine. Also, it will be apparent' that this priming and lubrication, prior to starting and cranking of the engine, is capableof being controlled by means that utilizes the ignition switch of the engine ignition system. Also, if desired, a separate button or switch may be provided for actuating the primer valve for releasing lubricant from the storage chamber. By virtue of my invention, the storage and manipulation of the stored lubricant is controlled by a valve, and the latter is disposed in a container which `has no operating parts extending therethrough, thereby rendering a device constructed according to the present invention wholly leak-tight, without employing bothersome packing glands an-d other expedients of like nature. Also, by my invention I am enabled to compensate for loss of air in the reserve chamber by connecting the latter to the air dome of the oil pressure regulator of the engine lubrication system.

In its broader aspects, certain features of my invention contemplate the provision of a magnetically controlled valve or other part, and particularly a magnetic check valve for the storage of lubricant under pressure which is so arranged as to function as a check valve only when the engine is running and can be operated manually only with the engine at rest, the operating coil for the magnetic check valve becoming inoperative when the generator voltage builds up or when the vacuum becomes effective in the intake manifold. It will also be apparent that, according to the present invention, the lubricant may be stored against a pressure other than a confined body of air; for example, the lubricant might be forced into a container having a spring biased movable wall, such as a piston, or some similar arrangement.

While I have shown( and described above the preferred structures in which the principles yof the present invention have been illustrated, it is to be understood that the features shown in onlyjone embodiment of my invention may be incorporated in any of the other embodiments and that, in fact, widely different means may be employed in the practice of the broader aspects of my invention.

What I claim, therefore, and desire to secure by Letters Patent is:

1. In an internal combustion engine, the combination of a generator driven from the engine,

a storage battery, connections between the battery and the generator arranged to prevent a ow of current from the battery to the generator when the latter is not operating and to provide for a flow of current from the generator to the battery, means adapted to supply lubricant to the engine when the latter is not running, and solenoid means for controlling said lubricant supply shunting at least aportion of said connections whereby the solenoid means can be energized by a flow of current from the battery through the solenoid means and said generator until the latter is driven bythe operation of the engine at sufficient rate to bring both terminals of the solenoid means to substantially the same polarity.

2. `In combination with a lubrication system for an internal combustion engine having means for cranking the same to start, a source of lubricant under pressure for directing lubricant into said system when the engine is not running, a valve biased to move into closed position and adapted to be opened to permit a ow of lubricant from said source into said lubricating system, velectromagnetic means operable for opening said valve, and means responsive to the running of the engine for bringing opposite ends of said electromagnetic means to substantially the same polarity so that said biased valve may move into its closed position.

3. 'In combination with a lubricating system having a lubricant supply duct and a pressure regulator therefor having an air dome from which oil drains and is replaced by air when the system is not in operation, an auxiliarysupply tank connected withV said air dome to receive both air and lubricant from said lubricating system until the pressure in said auxiliary supply tank is substantially equal to the operating pressure in said lubricating system', a check valve for retaining lubricant under pressure in said auxiliary supply tank when the pressure in said lubricating system falls, means for opening said check valve to provide for a flow of lubricant from said auxiliary supply tank into said lubricant supply duct, and means for trapping air in said dome whereby the trapped air is forced into said tank when the operating pressure in the lubricating system is again built up.

4. An oil primer for an internal combustion engine lubricating system having a lubricant supply duct and a pressure regulator therefor provided with an air dome, comprising an auxiliary supply tank closed at its upper end, a conduit leading from the lower end of said auxiliary supply tank and extending intothe upper portion of said air dome a predetermined amount, there being an air hole in the conduit in the air dome adjacent the upper portion thereof, check valve means serving to accommodate the iiow of lubricant under pressure from said lubricating system into said auxiliary supply tank until the pressure of the confined air and lubricant thereing is substantially equal to the pressure within lubricant from` the lubricating system into said auxiliary supply tank and to force said entrapped air through said air vent and said conduit into said auxiliary supply tank so as to supply air thereto.

5. In a lubrication system, a, lter having a pressure chamber adapted to contain lubricant under pressure and a filter element therein, a conduit adapted to conduct lubricant to and from said filter chamber and including valve means operable in one position to open the unfiltered side of said nlter unit to said conduit to permit a flow of lubricant to the unfiltered side of the filter, and in another position to open the ltered side of said lter element to said conduit to permit a ow of lubricant from the clean side of the filter element through the conduit, and means for governing the position of said valve means.

6. In a lubrication system for the bearings of an internal combustion engine, the combination of a lter having a pressure chamber adapted to contain lubricant under pressure and a lter element therein, said engine having a lubricant pump for circulating lubricant under pressure, a passageway leading from said filter chamber to said pump vand bearings, valve means arranged in one position to provide for a ow of lubricant through said passageway into the unfiltered side of said nlter element and .to prevent a flow of lubricant from the ltered side of said filter element into said passageway, said valve means being operative in another position to close communication between the unfiltered side of said filter element and said passageway and to open communication between said passageway and the filtered side of said element, whereby ltered lubricant under pressure in said chamber will be directed to the bearings of said engine, means for moving said valve means into said second position before the engine starts, and means responsive to the starting of the engine for shifting said valve means back into said first position so as to direct lubricant coming from said pump into the unltered side of said filter Chamber.

7. A combined oil filter and primer for the lubrication system of an internal combustion engine, comprising a iilter casing having a lter element therein, means for conducting lubricant into the lter casing under pressure from the lubrication system of said engine, a check valve adapted to prevent the retransfer of lubricant from the casing to said engine, a valved passage leading from the iilter casing to the crank case of the engine for conducting filtered lubricant thereto, biased valve means serving to prevent a flow of lubricant through said valved passage until the pressure withinsaid casing has reached a predetermined value, and float controlled means also serving to prevent a flow of lubricant through said valved passage until the lubricant level in said casing has reached a predetermined point, and means operative when the engine is not running for releasing said check valve so as to provide for a flow of lubricant under the i-n.- fluence of the pressure within said filter for lubricating said engine prior to the starting thereof.

8. A lubrication system for an internal combustion engine, comprising a pump, conduit means leading from said -pump to the bearings of the engine for delivering lubricant thereto, a filter comprising a casing having a lter element dividing the casing into two chambers, one adapted `to receive unltered lubricant from said iirst conduit and the other adapted to contain iigltered lubricant passing through said filter element, a relief passage leading from the filtered lubricant chamber to the crank case of said engine, valve means governing said relief passage, a biased pressure responsive diaphragm, and means responsive to a predetermined amount of lubricant in said casing for placing said diaphragm into communication therewith, said diaphragm then acting to hold said valve closed so as to prevent the flow of lubricant from said second chamber until the pressure therein is suicient to overcome the bias of said diaphragm, whereby said means serves to limit the pressure of the lubricant delivered to said bearings.

9. A lubrication system as dened in claim 8, further characterized by said biased pressure responsive diaphragm being constructed so that the bias exerted by the diaphragm when holding the valve closed is greater than the bias exerted by the diaphragm'when the valve is in its open position.

10. A filter comprising a casing adapted to contain lubricant under pressure, a filter element therein dividing said casing into two chambers, one for unfiltered lubricant and the other for lubricant that has been filtered by having passed through said filter element, a conduit communieating with said casing and including passageways leading, respectively, to said chambers, separate valve means controlling said passageways,

.and means connecting said valve means for joint operation so that lubricant flowing to said casing to be stored under pressure therein is directed into said one chamber and lubricant owing from said casing under said pressure is delivered to said conduit from said other chamber.

11. In a lubrication system, a filter having a filter element and adapted to contain lubricant under pressure on both sides of said element, a lubricant passage communicating with both sides of said iilter element and having a valve seat therein, an ironclad solenoid surrounding said passage, a check valve of magnetic material adapted to be held to said seat by the pressure of said lubricant and arranged when in seated position to extend outside said solenoid, a plunger of magnetic material in said passage between said iilter andsaid check valve and extending outside said solenoid opposite said check valve, spring means biasing said plunger for out-ward move'- ment away from the solenoid, said plunger extending into said solenoid and adapted to be moved toward said magnetic check valve against said spring means when saidsolenoid is energized and said check vave held to its seat by said lubricant pressure, the closing of the gap between the adjacent ends of said plunger and valve serving to increase the magnetic ux so that said check valve is raised from its seat against the pressure of said lubricant, said spring means serving to move both said plunger and said valve away from said seat after said check valve has been released, and valve means controlled by the movement of said plunger for closing off communication between said passage and the space on one side of said iilter element and opening communication between the other side of said iilter element and said passage as said plunger and check valve move as a unit away from said valve seat.

l2. In an internal combustion engine having a lubrication system, a battery and an ignition switch, the combination of a lubricant reservoir to receive lubricant under pressure when the engine is running, check valve means t'o hold said pressure, electromagneticfmeans for opening said valve duringthe time between the closing of the ignition switch and the running of the engine, said electromagnetic means having one end connected to receive current from the battery when said ignition switch is closed, and a circuit interrupting switch responsive to the engine connected with the other end of said electromagnetic means and arranged to be opened when the engine begins to run.

13. A combined oil filter and primer for the lubrication system of an internal combustion engine, comprising a filter casing having a lter element therein, means for conducting lubricant into the filter casing under pressure from the lubrication system of said engine, valve means adapted to prevent a flow of lubricant from said casing into the lubrication system of said engine, a valved passage leading from the lter casing to the crank case' of the engine, a iioat controlled valve serving to prevent a ow of lubricant through said valved passage until the pressure and oil level within said casing has reached predeterminedr values, means for adjusting thepo- 'of a conduit formed at least partially of nonmagnetic material andadapted to receivelubricant from said source, a valve formed of magnetic material and disposed within the non-magnetic portion of said conduit for controlling the flow of lubricant therethrough, and an electromagnetic coil disposed' exteriorly` of the nonmagnetic portionv of said conduit and entirely out of contact with the lubricant owing therethrough for` controlling said valve, the lubricant entering said conduit at one end of said coil and leaving` said conduit beyond the other end of said coil.

15. A lubricating system for an internal combustion engine or the like having a lubricant `pump'and parts to be lubricated comprising an auxiliary reservoir receiving lubricant from said pump when the Vengine is in operation, a conduit conducting lubricant to 'and from said reservoir, acheck valve disposed in said conduit providing for a flow of lubricant into the reservoir and preventing lubricant from flowing out of the reservoir, means for temporarily closing off the portion of` said` conduit in which the check valve is disposedfrom communication with said reservoir, means for opening said check valve, and means for Areturning said first means to a position restoring communication between said portion of the conduit and said reservoir.

16, In an internal combustion engine, the combination of a generator driven from the engine,

i a storage battery adapted to be operatively connected with the generator, means maintaining a source of lubricant under static pressure, a magnetic valve controlling the `flow of lubricant from said storing means, meansV establishing a current flow from the `battery through said generator for controlling said valve means until the voltage developed by the generator in operation is substantially equal to the battery voltage, and means operative by the current generated by the generator for deenergizing said magnetic valve,

- lter element therein, conduit means leading from said lubricating system to the chamber on both sides of the lter element, valve means normally biased to direct all of the oil flow through said conduit means into said chamber on the unfiltered side of the lter element, and means for controlling said valve means so as to close communication between the conduit means and said unltered side of the filter element and open communication between the other side of the lilte'r element and said conduit means so as to provide for a flow of lubricant from said other side of the filter elementthrough said conduit means into said lubricating system.

18; A filter for a lubricating system as dened in claim 17, further characterized by said valve means actingas` a check valve so as to maintain the lubricant under pressure in said chamber until communication is established between said other side of the filter element and said conduit means. i i

19. In a lubrication system, the combination of a source of lubricant under pressure, a lubricant discharge passage, an iron-clad solenoid surrounding said passage, a valve seat in said passage, a check valve of magnetic material in said passage adapted to be held to said seat by the pressure of said lubricant and arranged when in seated position toi extend outside said solenoid, a plunger of magnetic material in said passage and spring means biasing lsaid plunger for outward movement, said plunger extending into said solenoid and adapted to be moved toward said magnetic check valve when said solenoid is energized, the closing-of the gap between the adjacent ends of said plunger and valve serving to increase the magnetic flux so that said che-ck valve is yraised from its seat against the pressure of said lubricant, said spring means serving to move'both vsaid plunger and said valve away from saidseat after said valve has been released from its' seat.

20. In a lubrication system, the combinationof,

is small when said check valve is at the point of being opened by the `movement of the plunger, and means operative after said plunger has opened the check valve for opening the latte-r an additional amount to provide for free iiow of lubricant from said source through said passage.

21. rI he combination set forth in claim 20, further characterized by said plunger and stop disposed in said passage having bores extending generally axially therethrough to provide for a flow of lubricant' from the source through said passage.

22. Alubricating system for an internal combustion engine or the like havingan electrical system that includes a generator driven from the engine, a battery, an ignition coil and an ignition switch controlling the flow4 of` current from the generator or battery to said coil, said lubricating system comprising a source of lubricant, electromagnetic means for controlling the flow of lubricant from said source to said engine, a conductor leadingfrom one side ofsaid electromagnetic means' tothe generator; and. a second Vconductor leading. from the otherv SideY of said`V electromagnetic' meansto the 'switch sideof said; coil, said electromagnetici means" having a'v resistance at least approximately equal to the resistance of said'coil, whereby whensaidswitcli iS--opem the ignition system is'inoperative, notwithstanding a connection from the generatorthereto through said electromagnetic means.

23; A lubricatingsystem for an internal combustion engine or the like having an electrical system' that includes a generator driven from thel engine, a battery; an ignition coil and an ignition switch controlling the flowI of current from the generator or battery toA saidv coil, said lubricating system comprising a source of -lubricant, a conduit adapted to receive lubricant from said' source, a valve for controlling the flow'of lubricant through said conduit, electromagnetic means vout of contact with said lubricanthaving a` reciprocable plunger, means` connecting the latter directly with said valve for controlling the latter, land connections wherebyvsaid electromagnetic means'l is energized when said ignition switchisturned on to energize said ignition coil. 24; In lubrication apparatus for an internal combustion engine which has apressure lubricating systemand also an electrical system of battery and an engine driven generator for charging the battery, the combinationoffmeans for storing' a-quantity of lubricant; electromagnetie means -for' releasing said stored'. lubricantY for flow tovafpartv ofl the engine, and means for terminating' saidj release. Vof the .stored lubricant in response to normal generator action' when'ithe engine b'eginsto run'.

26'. Lubricating means for an' internal "combuse tion engine or the'like whereinthef lubricant is" fed' froml a. pressure source," the combination of ahconduitifornied' atleastA partiallyfof 'non-magnetic material and" throughv whichV thelubricant is `adapi'iedto iiowv," a'if valve-"port irr said f conduit, a1reciprocable2valve adapted/.to controlvsaid port,

said.4l Valve comprising a'. magnetic portionre ciprocatingf within" the' nonemagnetic portion of said conduit, an electromagnetic coil dispose-d exteriorlyof said conduit andicreatingf a magnetic fiux pa'ssingr therethroughV and actingonthe m'agneticportionr of saidvalve to shift the latter, and" a' ducty formedl within the magnetic portion' of" said` valve'A and.- through which the lubricant is adapted to flowin passing throughsaid conduit and-valverport.

27; In` lubrication7 apparatus.v for an.interna1.-

combustion engine' whichl has `apump. actuated lubricating systen'i.andfalso` an electrical system including aibatteryi andan engine: driven generator-fior? charging the battery,l the; combinationbf :envases meansfor storing `a quantity of lubricant; elec-`A tromagnetic means responsive tocurrent from said battery for releasing said storedlubricant for flow to'partsiof-'the -engine while said engine is atrest, said electromagnetic means beingV operative to release saidy stored lubricant independ'entlyL ofi the starting time ofY said engine,

andmeans for terminating the release of. thestored'lubricant in response to'normal generator action when the engine begins to run.

28. An oil primer for an internal combustion.

engine lubricating system comprising a supply valve.

29'. A combined oil filter-and primer for thefr lubricating system of an internal combustion en gine comprising a casing having a lter. elementi4 therein dividing the casing into two chambers,

one for unfiltered lubricant and the other for" filteredv lubricant, means for conducting lubricant under pressure fromk the lubricating system,

of said engine into the unltered lubricant chamber. oi. said casing, means for discharging lubricantfromthe ltered lubricant chamber ofzsaid' casingtoth'e lubricating system of saidl engine.

prior to'. the starting of the latter, biased valve means for discharging lubricant from said lteredlubricant chamber while said engine is running andthe lubricant pressure has reached a predetermined value, and means responsive to pressure of said lubricant forV operating. said biased valve means.

30. In lubricating. apparatus for an internal combustion enginehaving `an electric generator driven thereby, the combination of an oil primer comprising a source of lubricant; electrically en'- ergized means fori operating said primer; and means utilizing said' generator as part of. the electrical circuit for energizing said electrically energized means when said generator'is not'ro'- tating, whereby to cause said primer to produce a priming flow of lubricant to the engine before the latter starts operating.

31. In lubricatingapparatus for an internal combustion engine having an electrical system` including a battery and a generator driven by the engine for charging the battery, the combination of an oil primer for said engine, electrically energized means for operating said primer, and means connected with -said electrically energiZed'rneans-and utilizing the potential of said generatorl as a bias on the-potential of said battery when said generator is rotating, whereby to terminate operation of said primer;

32; An oil primer forr an internal combustion engine lubricating system comprising a' supply tank, a supply duct connectingsaid tank with said system, a. check valve controlling' iiow through said-supply ductfrom said supply tankV to-said' system and adapted to beopened bylubricant, an air dome: disposed in: said supply duct, means for causing said air dome-y to retain air when said supply duct is voided and again filled with lubricant, and means for causing said retained air to be conducted to said supply tank when the lubricant opens said checkvalve;

WALDEMAR E. PAULSEN. 

